7.2. HRSR 09-07-2021 - Laserfiche WebLink

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Justin Femrite, City of Elk River August 5, 2021 Elk River Downtown Traffic and Parking Study Page 4 Intersection Capacity Analysis An existing intersection capacity analysis was completed for the weekday a.m. and p.m. peak hours to establish a baseline condition to which future traffic operations can be compared. Study intersections were analyzed using Synchro/SimTraffic (V11) software. Existing signal timing was obtained from MnDOT and incorporated into the analysis. Capacity analysis results identify a Level of Service (LOS), which indicates the quality of traffic flow through an intersection. Intersections are graded from LOS A through LOS F. The LOS results are based on average delay per vehicle, which correspond to the delay threshold values shown in Table 1. LOS A indicates the best traffic operation, with vehicles experiencing minimal delays. LOS F indicates an intersection where demand exceeds capacity, or a breakdown of traffic flow. Overall intersection LOS D or better is considered acceptable by MnDOT. Table 1 Level of Service Criteria for Signalized and Unsignalized Intersections LOS Designation Signalized Intersection Average Delay/Vehicle (seconds) Unsignalized Intersection Average Delay/Vehicle (seconds) A ≤ 10 ≤ 10 B > 10 - 20 > 10 - 15 C > 20 - 35 > 15 - 25 D > 35 - 55 > 25 - 35 E > 55 - 80 > 35 - 50 F > 80 > 50 For side-street stop-controlled intersections, special emphasis is given to providing an estimate for the level of service of the side-street approach. Traffic operations at an unsignalized intersection with side-street stop control can be described in two ways. First, consideration is given to the overall intersection level of service. This accounts for the total number of vehicles entering the intersection and the capability of the intersection to support these volumes. Second, it is important to consider the delay on the minor approach. Since the mainline does not have to stop, most of the delay is attributed to the side-street approaches. It is typical of intersections with higher mainline traffic volumes to experience high levels of delay (i.e., poor levels of service) on the side-street approaches, but an acceptable overall intersection level of service during peak hour conditions. Results of the existing intersection capacity analysis shown in Table 2 indicate that the study intersections currently operate at an acceptable overall LOS C or better during the weekday a.m. and p.m. peak hours with the existing geometric layout and traffic controls. During the a.m. peak hour, the 95th percentile queues at the Highway 10/Jackson Avenue intersection extend approximately 175 feet and 365 feet in the northbound and southbound directions, respectively. During the p.m. peak hour at this intersection, northbound and southbound 95th percentile queues extend approximately 200 feet in each direction. This indicates that there is regular northbound queuing along Jackson Avenue between Highway 10 and Main Street.